Combustion power engine

ABSTRACT

A continuous combustion engine having axially reciprocating, radially spaced pistons each axially reciprocating in a nonharmonic motion each piston having multiple power strokes per revolution and complete combustion at maximum compression and constant volume prior to the power stroke.

RCMERSTROKE EXHAUST INTAKE F 1 11* R-J Y:

Knitted States yatent 1151 3,687,117 Panariti 1 Aug. 29, 1972 [54]COMBUSTION POWER ENGINE Primary Examiner-Wendell E. Burns 72 Inventor:vikmr Min-S111 Panariti, 111 lmmo- Behrinser, Eugene L, Bernard,

pedal Heights Drive, ormond Martin J. Brown, James N. Dresser, W. BrownMor- Beach, Fla. 32074 ton, Jr., John T. Roberts, Malcolm L. Sutherlandand Filed. g 7 1970 Morton, Bernard, Brown, Roberts & Sutherland [21]Appl. No.2 62,123 [57] ABSTRACT 1 A continuous combustion engine havingaxially U-S- R, g, 123/58 2 reciprocating ina non-harmonic motion eachpiston [51] Int. Cl Fozb 57/00F02b 75/26 having multiple power strokesper revolution and [58] Field SE E I R 43 A 1 AA 58 R completecombustion at maximum compression and 123A 58 43 58 58 constant volumeprior to the power stroke.

[56] References GM 4 Claims, 18 Drawing Figures UNITED STATES PATENTS1,389,873 9/1921 Hult ..l23/43 AA FUEL 75 WATER f s v 77 39 r GLOW I 1 Il LFLUG 1 I f COMPRESSION COMBUSTION PATENTEDAUBZQ I972 SHEET 1 OF 6 4r/ ATTORNEYS PATENTEDmczs 1912 3,687.1 17

sum 2 or e BY /W fir/Aw A ORNEYS VIKTOR M. PANARITI PATENTEDnusze m2SHEEI 3 BF 6 FIGS INVENTOR VIKTQR M. PANARITI BY I ATTORNbYS PATENTEUAUB29 m2 SHEEI b 0F 6 N @E u mm mm why m PATENTEUAUGZQ I972 SHEET 5 BF 6FIG/4.

FIG. /3.

FIG/5.

INVENTOR VIKTOR M. PANARITI ATTORNEYS PATENTEU M1829 I972 SHEET 8 0F 6COUSTION POWER ENGINE BACKGROUND OF THE INVENTION 1. Field of theinvention The invention relates to a structure for a combustion engineas well as a new operating and new thermal cycle for combustion engines.

2. The Prior Art There are broadly three types of combustion engines inoperation today. These are the reciprocating engine, the free pistonengine and the turbine.

The reciprocating engine operates on either a twocycle or four-cyclestroke with the piston connected, via a connecting arm, to a crankshaft.Power is delivered to the crankshaft during the expansion cyclefollowing ignition and combustion within the cylinder.

Various types of free-piston engines including the Wankel engine arealso known. In these engines the piston is not attached to a crankshaft,or in the case of a Wankel engine a rotor moves in an eccentric path toperform the same compression and expansion functions as pistons inconventional engines.

The third major class of engines is turbines where the gas expansiondoes not occur within a completely sealed chamber as in the prior twoinstances.

There are three types of combustion engine cycles in use today. Theseare the Brayton, the Otto and the Diesel cycles.

The oldest of these cycles is the Brayton. It was used in the 19thcentury in internal combustion reciprocating engines but was replaced bythe Otto cycle. The Brayton cycle is currently used in jet engines.

In the Brayton cycle, as in the other two cycles air is initiallycompressed adiabatically, that is without addition or subtraction ofheat. In the Brayton cycle the amount of compression due to compressionis limited as the gas is expanded through addition of fuel andcombustion at a roughly constant pressure. This constant pressure can bemaintained in a turbine which constantly adds new air and new fuel tothe combustion area. After the combustion, the gas is expanded andexhausted to the atmosphere.

The Otto cycle differs from the Brayton cycle in that, after compressionof the gas, the fuel is ignited and the pressure further greatly raisedat roughly the same volume. Following this increase in pressure the gasis expanded and cooled during the power-stroke.

By way of example a modern automobile engine will have, during thecompression stroke, the gas in the piston raised from 1 atmosphere (14.7p.s.i.) to perhaps l atmospheres 150 p.s.i.).

The diesel cycle involves a compression of air to approximately 500p.s.i., the ignition temperature of diesel fuel. The fuel is injectedand briefly the gas expands without loss of pressure due to the burningfuel. After the fuel is burned the gases expand as the pressure drops.

The performance of the internal combustion engine has certainwell-recognized current limitations. The conventional engine achieves anefficiency, based on the power of the fuel, of from 25 to 30 percent.Part of the relatively low efficiency is caused by unburned hydrocarbonsin the exhaust. These unburned hydrocarbons, and carbon-monoxide, are amajor cause of air pollution. Another emission of conventional internalcombustion engines is various oxides of nitrogen.

SUMMARY OF INVENTION The preferred embodiment of this invention willtremendously reduce the size and weight of a combustion engine for agiven horsepower. This engine will have no crankshaft, connecting rods,valves, stems, valve cams chains, distributors, timing mechanisms andassociated parts and will not have a separate fly-wheel. The continuouscombustion with no explosive burning will further eliminate the need forthe present muffler. Because this engine produces such a high torque itwill for many applications eliminate the need for a torque converter ortransmission. Unlike the conventional internal combustion engine, thisengine will have an intake which is naturally super-charged, eliminatinglosses due to intake and exhaust passages and valves found inconventional engines.

The conventional four-cycle engine has one power stroke for every tworevolutions for each cylinder. This engine, by contrast, can havemultiple power strokes by each cylinder during each revolutionincreasing both the power and the smoothness of the operation.

The engine will achieve complete combustion at a constant volume,thereby increasing efficiency by decreasing the pollution caused byunburned hydrocarbons. The power of the engine will be further increasedsince the power stroke begins after full combustion and therefore withmaximum force and torque. Eliminating spark plugs or other electricalsources during operation of the engine will further eliminate theproduction of oxides of nitrogen, thereby even further reducing thepollution caused by this combustion engine.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a side view of the preferredembodiment of the engine and accessories with the cover in section;

FIG. 2 is a cross section of a simplified version of the engine withoutthe accessories;

FIG. 3 is a front view of the front plate;

FIG. 4 is a cross-section of the front plate taken on lines 44 of FIG.3;

FIG. 5 is a front section of the back plate;

FIG. 6 is a cross-section of the back plate taken on lines 66 of FIG. 5;

FIG. 7 is a front view of the rotor cylinder block;

FIG. 8 is a cross-section of the rotor cylinder-block taken on lines 8-8of FIG. 7;

FIG. 9 is a perspective view of the piston and ball bearing;

FIG. 10 is a composite schematic view of the operating and thermal cycleof the engine;

FIG. 11 is a perspective view of the reaction cam ring;

FIG. 12 is a cross-section of a variation of the engine with the pistonsinclined;

FIG. 13 is another variation of the engine with the pistons movingradially;

FIG. M is a modification to a conventional engine replacing crankshaftwith a cam ring;

FIG. 15 is a modification using a crankshaft and scotch yoke;

FIGS. 16 and 17 are schematic views of a modification of a crankshaftand connecting rod operating through a single ended cam;

FIG. 18 is the same as FIGS. 16 and 17 but with a double ended cam.

DESCRIPTION OF THE PREFERRED EMBODIMENT Construction of the EngineReferring to FIG. 1 the major elements of the engine are the housing,50, extending the length thereof the two part drive-shaft 51 andconnected to the forward end of the drive-shaft, a fan 52. Behind thefan is an airconditioning system 63, a starter generator 54 and a fueland oil pump 55.

Next in line is the engine proper which includes the stationary frontplate 56, the rotor cylinder block 57 inside of finned cylindricalhousing 89, which rotor is attached to the drive-shaft and passesthrough the stationary back plate 58,

Behind the engine is a fluid coupler 59, connecting the two parts of thedrive-shaft, and a heat exchanger for the oil 60.

The rotor cylinder block 57 is rigidly attached to the drive-shaft 51.These may conveniently be coupled by pins by fitting in holes of thecylinder block. The pins may be mounted on a convenient circular platewhich is rigidly attached to the drive-shaft 51. Springs may then biasthe cylinder block 67 into the required close sealing engagement withfront plate 56.

Spaced around the rotor cylinder block 57 are cylinders and combustionchambers 65. In the embodiment shown there are 13 such cylinders andcombustion chambers for the rotor cylinder block.

In each such cylinder there is a piston 66 containing conventionalpiston rings 67. At the bottom of each piston is a piston ball bearing68, which is actually a sphere, half of whose body fits into acooperating indentation of the piston.

The front-plate 56 which is cylindrical in front view, is heldstationary by mounting 71. The drive-shaft is mounted on the plate bybearing 70. The front-plate shown has three ignition stations andtherefore three intake ports 72, three exhaust ports 73 together withexhaust manifolds 7 4.

For each ignition station there will be an igniter 75 and an indentedflame holder 76. Each station will further have a fuel injector 77either separate from the flame holder or feeding directly into the flameholder. Each ignition station may also contain a further power boostinjection 79 of suitable fluid such as water, fuel or air.

To avoid needless friction the back portion of front plate 56 will beundercut so that only the raised circumferential portion 78 is insliding and sealing engagement with the portion of the cylinder block 57containing the combustion chambers 65.

The back plate supports drive-shaft 511 through bearing 80 and is heldin stationary position by mounting 81.

On the back plate is mounted reaction cam ring 82 which contains a camtrack synchronized with the ignition stations of the front plate 56. Asshown there are three elevated surfaces 83, three power slopes 84, threelower surfaces 85 and three compression slopes 86. The piston balls 68of each piston roll on the cam ring 82.

The back plate also contains suitable oil passages 87 connecting the oilreservoir 88 and allowing oil to be fed into the bottom of pistons 66.

Operation of the Engine A piston 66 which is at the beginning of theelevated cam surface 83 passes under the flame holder 76. Some portionof the incandescent gases from the prior ignition remain in this flameholder and ignite the compressed gases in the new cylinder.

Either as the cylinder passes under the flame holder or shortly beforethe compressed fuel has been injected into the combustion chamber, thepiston passes along the flat surface 83 which is so designed that, atfull operating speed, complete combustion within the chamber will takeplace before the piston reaches power slope $4.

As the piston reaches power slope 84 there will be the maximum potentialpressure due to complete combustion of the gas and fuel in thecombustion chamber at minimum volume. This will lead to maximum forcebeing applied to the cam surface, resulting in maximum force and torquebeing applied to the drive shaft through the movable cylinder block 57.

The standard texts on automotive engines state that, while isovolumetriccombustion is desired, it is not possible. This statement is true for anengine using a conventional crankshaft because the piston is in constantlinear motion. It has begun its downward stroke before there is completecombustion, even if ignition takes place before the piston reaches itsmaximum height, as is now conventional in high performance engmes.

After combustion there may additionally be injecte at 79 water or othersuitable fluid. This will vaporize, greatly increasing the pressurewhile also utilizing the energy of the hot gases thereby cooling theengine. The water may be reclaimed and recycled if desired or may beexhausted. This power boost will substantially increase the power outputof the engine.

After the piston passes the power slope 84 and is on the lower surface85 it passes under exhaust port 73 and the exhaust gases are vented bythe large port without need of an additional stroke as in theconventional four stoke engine. Whatever exhaust gases remain in thecylinder are scavanged as the cylinder passes partially under the intakeport 72, allowing the fresh air to remove the remainder of the exhaustfumes, prior to being covered by the plate.

As the fuel and air had been completely combusted at a high temperatureand constant volume there is not the carbon monoxide produced caused byincomplete combustion when the temperature drops below the reactionpoint for the conversion of carbon monoxide into carbon dioxide andwater as is true of the conventional engine, The nitrous oxide of theconventional engine is produced by the combination of high temperaturesand by the spark plug, generating 30,000 or more volts and thus allowingthe normally unreactive nitrogen to combine with oxygen. In this enginethere is no spark plug to serve as the catalyst. Therefore these highlyoffensive nitrous oxide polutants are not produced.

The forward plenum of the engine is supercharged by fan 52. Thissupercharged air forces itself into the combustion chamber 65 which hasjust been vented of its exhaust fumes. As the piston continues along thecam ring, it next meets the compression slope 86 which forces the balland piston back up compressing the air and leading to the next firingcycle.

The engine shown has thirteen pistons in the cylinder block 57. Theengine further has three ignition stations in the front and rear plates56 and 58. Each piston will pass each ignition station during eachrevolution of the drive shaft. In the engine disclosed there willtherefore be 39 power strokes per revolution, the equivalent of a 78cylinder four-cycle engine. Continuous power will be produced becausethere will be at any one time three pistons on different portions oftheir power stroke.

Any number of cylinders and ignition stations can be designed within agiven geometry and size to obtain more power or more efficiency or bothfor approximately the same weight. a

In a conventional engine the torque produced by a cylinder is a directfunction of the distance traveled by the piston during a complete cycle.Modern engines using shorter piston travels, consequently have a shorterdistance from the top to the bottom of the crankshaft and a shorterarmor throw. The torque of the engine therefore can be increased only byincreasing the force within the piston or the speed of the engine.

This engine, however, separates the travel of the piston from the momentarm around the drive-shaft. The travel of the piston is axial to thedrive-shaft but the moment arm over which this force is converted todriving torque is a function of the distance from the drive-shaft to thecam ring. This distance from driveshaft to cam ring can be any designdistance and can greatly exceed the piston travel distance, thus greatlyincreasing the torque from a given piston design.

Modifications of the Preferred Embodiment The preferred embodiment hasaxial motion for the pistons. As shown in F 16$. 12 and 13 the pistonsmay also have an inclined or radial motion without departing from thepresent invention. The orientation of the pistons in FIGS. 12 and 13 mayalso be reversed, thus allowing the piston to move outward during thepower stroke.

The engine disclosed in the preferred embodiment has a rotary cylinderblock 57 and a stationary front plate 56 and stationary back plate 58.The driving force is caused by relative motion between the piston 66 andthe cam ring 32. Any arrangement which gives this relative motion wouldtherefore be suitable. One possible arrangement is to reverse thearrangement having the cylinder block fixed and moving the front plateand back plate including the cam ring. Another arrangement would be tomove the back plate and cam ring only, leaving the cylinder block andfront plate fixed. In this arrangement the front plate would have tohave a conventional valving arrangement since the ports would not slideover the combustion chambers.

A conventional in line or V8 reciprocating engine could also be modifiedto take advantage of portions of the invention disclosed herein. Oneexample as shown in F 1G. 14 would be to have a drive-shaft 90 replacethe conventional crank shaft and have mounted on it beneath each pistona cam ring 91. The conventional connecting rod would be replaced by afixed camming rod 92. This arrangement would allow a multiplicity ofstrokes per cylinder per revolution of the drive shaft and combustion atconstant volume as in the preferred embodiment but would be dissimilarin having conventional valving and an individual cam ring for eachcylinder.

Another modification to a conventional engine as shown in FIGS. 16, 17,and 18 which would employ portions of the invention disclosed hereinwould retain the conventional crank shaft 101) and conventionalconnecting rod 101. The lower end of the connecting rod would beenlarged and operate through either a single ended cam 102 or doubleended cam 103 attached to the connecting rod and operating in cam race104.

The effect of the camming arrangement as shown would be to hold thepiston in fixed position over a substantial portion at the top of thestroke. This would allow complete combustion at the given volume andwould further allow the power stroke to begin when the crankshaft hasmoved a substantial portion of the way towards its maximum moment armand therefore its maximum torque.

Another method of achieving the type of piston movement desired, asshown in FIG. 15, would be to employ a variation of the scotch-yolk asshown in its elevated position 105 and lowered position 106. This alsowould keep the cylinder at one position during combustion and allow thepower stroke to begin at a high torque instead of a very low torque asin present engines.

In a conventional engine the first portion of the power stroke has themost force since the pressure is the highest. Once the volume hasdoubled, assuming complete burning, the pressure. and therefore theforce will have been halved. Not until this happens, however, in theconventional engine will the arm have approached a substantial distanceaway from the vertical and therefore had a substantial moment arm andhigh torque. Thus the conventional engine, when the power is at themaximum, yields the low torque and when the lowered arm is the maximumand potential torque the highest, pressure is only a portion of what itmight be.

Having disclosed my invention including the preferred embodiment andcertain modifications thereof coming within the scope of the invention,1 claim:

1. A combustion engine comprising, a plurality of pistons spacedradially about a drive-shaft, said pistons reciprocating axially of saiddrive-shaft in cooperating cylinders in a rotor cylinder block, saidcylinder block driving said drive-shaft, each of said cylinders passingmultiple exhaust, intake, and ignition stations on each revolution, saidpistons being axially controlled by sliding or rolling engagement with astationary reaction cam ring, said stationary cam ring havingnon-harmonic race with a compression slope, an elevation in synchronismwith each ignition station said elevation of a distance sufficient toallow complete combustion at uniform volume, said cam ring furtherhaving a power slope over which each piston travels following completecombustion, said piston travel rotating said cylinder block.

2. The combustion engine of claim 1 including means to inject water intosaid combustion chamber, said means spaced from said ignition stationwhereby the mean effective pressure within said cylinder is increasedduring expansion.

3. The combustion engine of claim 1 including means to allow the flameto pass from one cylinder to the next as that cylinder passes theignition station.

4. The combustion engine of claim 1 including means to inject fuelcontinuously into each ignition station whereby the speed of said engineis varied by the rate of fuel fed to said stations.

1. A combustion engine comprising, a plurality of pistons spacedradially about a drive-shaft, said pistons reciprocating axially of saiddrive-shaft in cooperating cylinders in a rotor cylinder block, saidcylinder block driving said drive-shaft, each of said cylinders passingmultiple exhaust, intake, and ignition stations on each revolution, saidpistons being axially controlled by sliding or rolling engagement with astationary reaction cam ring, said stationary cam ring havingnon-harmonic race with a compression slope, an elevation in synchronismwith each ignition station said elevation of a distance sufficient toallow complete combustion at uniform volume, said cam ring furtherhaving a power slope over which each piston travels following completecombustion, said piston travel rotating said cylinder block.
 2. Thecombustion engine of claim 1 including means to inject water into saidcombustion chamber, said means spaced from said ignition station wherebythe mean effective pressure within said cylinder is increased duringexpansion.
 3. The combustion engine of claim 1 including means to allowthe flame to pass from one cylinder to the next as that cylinder passesthe ignition station.
 4. The combustion engine of claim 1 includingmeans to inject fuel continuously into each ignition station whereby thespeed of said engine is varied by the rate of fuel fed to said stations.